Guard-rail.



No. 635,|44. Patented Oct. l7, I899.

W. MORRISEY.

GUARD mu (Application filed July 99.)

(N0 Model.)

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itl'tirrnn STATE PATENT @rrrcn \VILLIAM MORRISEY, OF TOPEKA, KANSASaGUARD-RAIL.

SPECIFICATION forming part of Letters Patent N 0. 635,144, dated October17, 1899,

Application filed July 5,1899. Serial No. 722,806. (No model.)

' Vent the derailment of trains or cars; and my object is to produce asa new article of manufactors a guard-rail which acts as a strong andreliable anchor to prevent movement of the rail to which it is joined,as well as to maintain the wheels of the passing cars upon said track.

The invention consistsin certain novel and peculiar features ofconstruction and combinations of parts, as will be hereinafter describedand claimed, and in order that it may be fully understood reference isto be had to the accompanying drawings, in which- Figure 1 represents atop plan View of a guardrail embodying my invention. Fig. 2 is anenlarged cross-section taken on the line II II of Fig. 1. Fig. 3 is anenlarged crosssection taken onthe line III III of Fig. 1. Fig. 4 is aninner face view of a portion of the guard-rail. Fig. 5 is a perspectiveview of-the wear-plates adapted to be interposed between the track-railand the guard-rail.

In the said drawings, 1 designates the guard rail, having its inner faceconcave, as shown at 2, and formed with a sloping downwardlydisposedshoulder 3 and an upwardly-disposed shoulder 4, said shouldersoccurring, respectively, below and above the concave face 2.

At its outer side the guard rail is formed with a foot-flange 5, adaptedto be engaged by the spikes A, said spikes serving to anchor theguard-rail to and prevent it from moving away from the track-rail B,upon the footflange of which the shoulder 3 bears and against the ballor head of which the shoul der 4; bears.

Projecting upward from the upper side of the guardrail, at a suitabledistance therefrom, at its middle, as shown at 6, and curvingdivergently outward away from the rail at its ends, as shown at 7, isthe guard-flange of the rail. The portions 7 are sufticiently remotefrom the track rail to permit the flange of a wheel to enter betweenthem at an angle and then deflect said wheel outward toward thetrack-rail as the wheel-flange strikes the flange 7, thereby causing theflange-to enter the narrow passage between the trackrail and the portion6 of the guard-flange and resume its movement in a plane parallel to thetrack-rail, as will be readily understood.

In order to provide for wear and a consequent increase in the distancebetween the track and the parallel portion 6, I provide acentrally-perforated concave plate 9 to fit snugly in the concave face 2of the guardrail, said plate having an outwardly-projecting flange 10 atits lower margin to underlap slightly the shoulder 3 and anoutwardly-projecting flange 11 at its upper margin to overlap theshoulder 4. I also provide a segmental washer-strip 12 of the samelengthas plate 9 and arrange it between the outer or rounded edge of thefoot-flange of the rail and the rounded terminal of shoulder 3 of theguard-rail.

To secure this guardrail in position with relation to a track rail, itis arranged, as shown in the drawings, with the plates 9 and 12interposed between it and the track-rail, with the perforations of theplates 9 in position to receive the clamping-bolts 13, said clampingbolts being fitted from the inside through the guard-rail plates 9 andthe web portion of the track-rail, the threaded ends of said bolts beingengaged by the clampingnuts 14, as shown clearly in the drawings, andafter the guard-rail is thus clamped in position the spikes A are drivenhome in the cross-ties (not shown) of the track.

In practice it is obvious that the grinding of the wheel-flange upon theflange of the guard-rail would in the course of time widen the narrowpassage between the portions 6 and the track-rail to a dangerousextentthat is, to such an extent that derailment would be possible. Toavoid this contingency, before the flange is ground away to a dangerousextent the spikes A are extracted and the clamping-nuts removed in orderto permit the guard-rail to be moved a sufficient distance from thetrack-rail to withdraw the bolts 13 from the latter. The plates 9 arethen removed from the bolts,the plates 12 withdrawn, and the guard-railfitted back to its original position, with the exception that theshoulder 4 now comes directly into engagement with ICO the'ball or headof the rail and the upper and lower edges of the concave face bearagainst the web of the rail, and thus bring the operative or outer faceof the flange 6 as near the track-rail as such face was before beingground away by the action of the wheels. The clamping-nuts are nowreengaged with the bolts and the spikes again driven home into thecross-ties to prevent any outward or tilting movement of the guard-rail,as will be readily understood.

From the above description it will be seen that I have produced aguard-rail which einbodies the features of advantage enumerated asdesirable in the statement of invention and Which may be modified-insome respects without departing from the spirit and scope of myinvention or sacrificing any of its advantages.

Having thus described the invention, what I claim as new, and desire tosecure by Letters Patent, is

1. The combination with a track-rail, of a guard-rail arranged inward ofthe track-rail and spiked to the track-bed, and provided with an innerconcave face, a sloping shoulder 3, an u pwardly-proj ect-ing shoulder4, and a guard-flange 6, having curved terminals 7, perforated plates 9corresponding to and litting against the concave face of the guardrail,and interposed between the same and the track-rail, and provided withoutwardlyprojecting flanges at its upper and lower ends interposedbetween the upwardly-projecting shoulder and downwardly-dis posedshoulder, respectively, of the guard-rail and the head and foot flangeof the track-rail, a bolt eX- tending through the guard-rail, theperforated plate, and the web, of the track-rail, and a nut engagingsaid bolt and bearing against the outer side of the track-rail,substantially as described.

2. The combination with a track-rail, of a guard-rail arranged inward ofthe track-rail and spiked to the track-bed, and provided with an innerconcave face, a sloping shoulder 3, an upwardly-projecting shoulder 4,and a guard-flange 6, having curved terminals 7, perforated plates 9corresponding to and fitting against the concave face of the guardrail,and interposed between the same and the track-rail, and providedwithoutwardlyprojecting flanges at its upper and lower ends interposedbetween the upwardly-projecting shoulder and downwardly-disposedshoulder, respectively, of the guard-rail and the head and foot flangeof the track-rail, a segmental strip 12 interposed between the curvededge of the foot-flange of the rail and the curved termination of saidsloping shoulder, a bolt extending through the guard-rail, theperforated plate, and the web of the track-rail, and a nut engaging saidbolt and bearing against the outer side of the track-rail, substantially as described.

In testimony whereof I affix my signature in the presence of twowitnesses.

4 WILLIAM MORRISEY.

WVitnesses:

GILBERT SLUSHER, MADDIS JAooBs.

